Railway switch



(No Model.) 9 Shets--Sh'eet 1.

W. RAAB.

. RAILWAY SWITCH.

No. 477,609. I v Patented June 21, 1892.

l/VVENTOR (J da/.

ATTORNEY.

(No Model.) 9 Sheets-Sheet 3.. W. RAAB.

RAILWAY SWITCH.

No. 477,609. Patented J1me 21, 189 2..

2?; ATTORNEY.

114E mums nuns cm, Pnuvwumm, mammmu, n. c.

9 Sheets--Sheet 4.

(No Model.)

W. RAAB.

RAILWAY SWITCH No. 477,609. PatentedJune 21, 1892.

WITNESSES: I

8 l BY ATTORNEY.

mi NMRIS PETERS co, mom-mum, WASHLNGTON, n. c

{No Model.) 9 Sheets-Sheet 5v.

W. RAAB.

I RAILWAY SWITCH. No. 477,609. Patented June 21, 1892.

\H .U- I 3 L L H WITNESSES: 1 uvvnvma v i M '%M%- g BY ATTORNEY.

9 Sheets-Sheet 6.

(No Model.)

W. RAAB. RAILWAY SWITCH.

No. 477,609. PatentedJune 21, 1 92.

WITNESSES:

# ATTORNEY.

1n: nunms vnzns co, mommmm, WASHINGTON, 0. c4

(No Model.) 9 Sheets-Sheet s.

W. R'AAB.

RAILWAY SWITGH. I No. 477,609. Patented June 21, 1892'.

R WITNESSES." a I IIVVEIVTOI? A TTOR/VEY.

(No Model.) 9 Sheets--Sheet 9.

W. RAAB. RAILWAY SWITCH.

No. 477,609. PatenfedJuneZL 1892.

"* ATTORNEY.

UNITED STATES PATENT OEFioE.

VILLIAM RAAB, OF OEDARFALLS, IOWA, ASSIGNOR OF ON E IIALF TO DANIELWVILD, OF SAME PLACE.

RAILWAY-SWITCH.

JQECIFICATION forming part of LettersPatent No. 477,609,, dated June 21,1892. Application filed May 21, 1891. $erial No. 393,632. (No model.)

To all whom it may concern.-

Iie it known that I, ILLIAM RAAB, a citizen of theUnited States, and aresidentof Cedar Falls, in the county of Black Hawk and State of Iowa,have invented certain new and useful Improvements in Railway-Switches;and I do declare the following to be a full, clear, and exactdescription of'the invention, such as will enable others skilled in theart to which it appertains to makeand use the same, reference being hadto the accompanying drawings, and to letters and figures of referencemarked thereon, which form a part of this specification.

Figure 1 is aplan View. Fig. 2isaseetional detail of one of the pumps.Fig. 3 is a detail top plan of one-half of the same.

elevation of one of the governors. Fig. 6 is an enlarged sectional view,partly broken, of same. Fig. 7 is a detail of the pump-operating shoe.Fig. Sis a sectional view of the switch-post, showing theswitch-operating mechanism. Fig. 9 is a similar view from the side. Fig.10 is a plan view of a modification of Fig. 1. Fig. 11 is a detail viewof the lifting device. Fig. 12 is a top plan view of a three-cylindergovernor with regulating-pipes connected thereto. Figs. 13 and 14 areside and front views, respectively, in section, showing arrangement ofswitch-posts for three tracks. Fig. 15 is a plan view ofsignal-operating mechanism. Fig. 16 is an enlarged detail view of thetarget and switch-signal. Fig. 17 is a side elevation of a modified formof governor. Fig. 18 is an elevation of a mouth-tube casing with sideremoved to show the governor circulating-pipes. Figs. 19 and 20 aredetail views,in section, showing diiferent forms of pressure-cylinders.Figs. 21 and 22 are sectional details of the time-valve. Fig. 23 is asectional detail of a small pump for the mouth-tubes. Fig. 2i is a sideelevation of Fig. 12.

This invention has relation to railwayswitching and switch-signalingwhere pneumatic pressure generated by the passage of trains is used foreffecting the operation of the proper switches and signals.

lhe objects of thein vention are, first, to provide for the automaticoperation of switches Fig. 4 is a detail of the pump-spring. Fig. 5 is aside and switch-signals, and, second, the provision of an automaticgovernor therefor to effect their operation at and for the proper time.

With these objects in View the invention consists in the arrangement ofpumps in such a manner as to furnish the required power by the passageof trains; further, in the construction and arrangement of governors connected with said pumps and of time-valves in connection therewith togovern their operation; further, in the construction and operation ofswitch and signal mechanism controlled by the governors and operated bythe pumps and the proper connections therefor; furtheig in thetime-valve devices connected with said switch-signals and switches, and,finally, in the general construction and arrangement of parts, ashereinafter fullyspeeified.

In Fig. l of the accompanying drawings I have shown the general locationand arrangement of pumps, switch-governors, switch-operating mechanism,and connections as applicable where one side track is used in connectionwith the main line. In this figure, 1 represents the main track, 2 themainline switch, and 3 the side track. 4is thegovernor connected withthe main-line track, 5the governor connected with the main-line switch,and 6 the governor connected with the side track. 7 is the switch-post.A A are the pumps operating governor 4, B B similar pumps for thegovernor 5, and O O the pumps of governor 6. These pumps are adapted tobe operated by the passage of the car-wheels, being of similarconstruction to those shown and claimed by me in my patent, No. 454,767,granted June 23, 1891. A curved spring-bar Cl, is secured or clamped tothe ties, projecting at its central portion sufficiently above the railto be engaged and depressed by a car-wheel. This bar is of sufficientlength to receive the rear truck of a car before the forward truck hasleft it, so that but one action is given by the passage of a car, or,rather, rendering its action continuous during the passage of a train.Underneath this bar is a lever ct,.connected to the pump, as illustratedin Fig. 2, so that when said lever is depressed by the action of the barthe pump is set into operation, as detailed in my patent above referredto. The pump-lever a is actuated by the springs a," to return it to itsnormal position.

In order to aid the bellows b of the pump and allow a quicker actionthereof, springs b are placed thereon, bearing against the brasspressure-plate 11 thereof. Two of these springs are preferably employed,arranged to cross each other, as shown in Figs. 8 and 4, and consistingeach, preferably, of several spring-wires placed closely together andconnected at their ends. I prefer this form of springs as having longlife and durability.

I prefer to connectthe bar a to the ties as illustrated in Fig. 7,inwhich the ends are held in the jaws a in such a manner as to allow anendwise movement of the bar under pressure.

Connected with the exhausts cof each pair of the pumps is a pipe 0,communicating with its respective governor, which may be at any distancefrom said pumps. One of these governors is clearly shown in Figs. 5 and6, and is constructed as follows: Inclosed in a suitable box or casingare two cylinders D D, preferably of glass, arranged on the two sides ofa center post D and inclined toward each other, as shown. Thesecylinders are open at each end and at their lower ends have each anexterior shoulder 61, by means of which they are securely held in theirseats on the bedplate of the closure or casing. The pipes c from therespective pumps A A communicate each with the bottom of one of thecylinders through the bed-plate, a check-valve d being provided openinginto the cylinder and closing said pipes. In each of these'cylinders isa flexible air-tight gutta-percha or rubber bag E, open at its lower endand either cemented firmly to the inside of the cylinder or providedwith an outwardly turned flan ge e, which is held or clamped between thelower end of the cylinder and its seat, in which case it also serves asa packing to form an air-tight joint. Resting on the upper closed endsof these bags E in each cylinder is a piston E on a rod E which works ortravels between grooved guide-wheels carried by the centerpost. Thesepistons are preferably of noncorrosive metal and may be either hollow orsolid. I prefer to make the cylinders of glass, as by so doing the bagstherein maybe readily inspected from the outside. They are also notliable to burst under the pressure employed, and being smooth do notinjure the bags. As the cylinders are held in an inclined-positiou, asabove stated, the piston-' rods are also inclined, meeting at theirupper ends. The said upper ends are each cut obliquely at an anglecorresponding to the angle of inclination of the opposite piston-rod, sothat when one is in raised position itpasses over and bears against theupper end of the other and prevents it being raised. A setcollar 6 oneach rod limits its downward m ovement.

If pump A be first set in operation by the car-wheels, sufficient airwill be forced through its respective pipe 0', communicating with thecylinder D, to inflate the flexible bag, raising the piston restingthereon and its red. This will be done instantaneously, so that when thepumpA' is set into operation by the wheels and air is forced through itspipe to the cylinder D the piston in said cylinder cannot be operated,being held down by the rod operated from cylinder D, so that the airfrom both pumps is forced into the pipe 0 connecting the exhausts ofeach pair of pumps, the operation of the pistons being the reverse ifthe train is passing in a direction to operate the pump A first. It willnot be possible for air from one pump to pass through into the other andthence to the wrong cylinder, inasmuch as before sufficient air can passto the second pump to fill it and effect the operation of the wrongpiston the first piston will be raised and the other prevented fromoperation. However, as a further security a lift-valve may be providedat the exhaust-outlet, which will not open until the pressure in thepump has become great enough to operate the piston in the cylinder. Thepipe 0 connecting the exhaust or outlet of the two pumps A A, has thebranches 0 a, supported upon braces or columns of the frame. Thesebranches extend one on each side and are provided each with a valve F.Connected to each of these valves is a lever F, having at its oppositeend a fork f, which engages astud or pin f on the piston-rod, so that asthe piston-rods are raised and lowered the corresponding valve is openedor closed by the lever, or the reverse, according as it is set. Wheneither valve is opened, the air from pipe 0 is allowed to pass into apipe G or G, respectively connected to the branches 0 c and is thenceconducted to the switch or signal post 7. After the pumps are stoppedthe valve (1 is closed by the pressure of the air in the cylinder. Theair therein then escapes into a pipe d a branch of which communicateswith each cylinder and leads to a time-valve F suitably located, as onthe center post. This valve (shown clearly in Figs. 21 and 22) consistsof the shell or casing g, into which lead the branches of the pipe (1 Inthis shell is a core 9 in the surface of which is formed a groove g,extending partially around its circumference, having at one end agreater depth and gradually narrowing and decreasing in size until itcomes to a point at the opposite end. Connected to this core is apointer or hand which moves on a register-dial or numerically-markedplate G preferably on the center post. The core is so arranged that theair from the cylinder entering this valve from the pipe cl in order toescape must pass through the tapered groove g and this groove is soarranged that the size of that portion thereof which forms thecommunication between the inlet and outlet of the valve will depend uponthe position which the hand occupies upon the dial, so that said handmay be set at any predeterminedtiine, upon which willdependthetimeoccupied by the air in escaping from the cylinder, according as a largeror smaller openin g is afforded for its passage through the valve, sothat by setting the hand at any figure representing a given time acorresponding time will be occupied by the air in escaping from thecylinder or the bag therein. As long as the bag remains full of air, thepiston-rod will remain in its raised position,holding the valve F open;but as soon as the air therein becomes exhausted the piston will fall byits own weight, thereby closing said valve. As the amount of air in thecylinder or bag is the same at each operation, the time occupied by itsescape and the length of time the valve remains open will be always thesame with the gage set at the same point. The core fits closely in theshell or casing g, so that no escape of air is possible except throughthe outlet. As the piston falls in the cylinder the bag folds into placebeneath it ready to be expanded when pressure is again generated by thepumps. The guide-rollers carried by the center post hold the piston-rodsteady to its movement. The top of said post is also grooved to act as afurther guide therefor. If desired, the pipe 0 instead of connecting thetwo pumps, may lead directly from each pump into the conducting-pipe Gor G, as shown in Fig. 17. As before stated, these pipes G G lead to theswitch and signal operating mechanism in the post 7, as shown in Fig. 1.In this figure the governors 5 and 6 (similar in construction to thegovernor 4,

above described) are shown as having only one pipe leading to theswitch-post, as will be hereinafter more fully described.

The switching and signaling is effected in the manner and by themechanism now to be described, said mechanism being clearly shown inFigs. 8 and 9.

In the post 7 are two cylinders H H, of similar construction to thosedescribed in connection with the governors, but which are placed in anupright or vertical position.

I Each cylinder has therein a fiexiblebag, also similar to those used inthe governors. Oommunicating with these cylinders are the pipes from thevarious governors or pressure-supplies, as more fully hereinafterspecified, each pipe having a check-valve h opening into the cylinder.11 and H represent the pistons of the respective cylinders, and H and Htheir respective rods, which are supported and travel in guides incross-pieces h of the postframe, their upward and downward mo vementsbeing limited, respectively, by the stop or set collars 71 and 71thereon. The upper portion of each rod H and l l carriesa wedge deviceor cam I on its inner face, said rods also having the guide-rollers l,which travel on vertical tracks 1 on the post-frame in order to steadytheir stroke.

J is a vertical bar or lever arranged centrally of the two cylinders andpivoted at its intermediate portion to a cross-piece of the frame of thepost. At its lower end it is connected to the switch-bar J. This bar orlever J carries a grooved wheel or roller J and when either of thepiston-rods is raised by the expansion or inflation of its flexible bagthe cam or wedge I carried by that red will be forced into contact withsaid wheel J thereby forcing said lever out of its vertical posit-iontoward the opposite side and by means of its connection with-theswitch-bar J move said bar to effect the proper switching of the tracks.When the piston-rod has reached the limit of its upward movement and theswitching is effected, a suitable catchlever device J Fig. 11, engages atooth on a catclrbar J 4 on the lever J to hold the lever and switch inposition, where it will remain until the next operation of eitherpiston. WVhen either piston is again operated and the rod begins itsupward stroke, alifting device J carried by the wedge, comes in contactwith said catch-bar, raises it, and releases said catch-lever, allowingthe switch-lever J to be again operated by the cam or wedge, the catchagain looking it. When the piston-rod falls, the lifting device, whichmay be of spring characteror loose under upward pressure, will pass bythe catch-lever without releasing it. To more fully describe thisoperation, it may be stated that the lifting device j possessessufficient rigidity to raise the catch-lever J by which operation itwill be compressed so as to pass said lever as it is forced upwardly bythe movement of the piston-rod, permitting said lever to assume a po-'sition where it will again engage the bar J when the operation of thelever J has been completed. As above stated, when the piston-rod fallssaid lifting device is suthciently loose under upward pressure thereonto pass the catch J It will be seen that when either cam or wedge israised and the lever J is in its extreme side position it will beimpossible for the piston in the other cylinder to be operated, as thewheel J is held against the wedge or cam on its piston-rod sufficientlyto prevent it from being raised. Therefore but one piston can beoperated at a time, so that if one piston has been operated by thepassage of a train over one governor and the track is set therefor atrain passing over one of the other governors cannot throw back theswitch until the expiration of the time to which the time-valve is set.

K represents the signal mechanism of the switchpost.

7c is the usual stationary glass-covered open ing on either side, behindwhich is placed the lamp 7c, also stationary.

K is the red glass, and K the blue glass, (1 specify red and blue, asthey are the usual colors em ployed,) arranged on each side and adaptedto move between the lamp and opening 70. The red glass is normallyexposed at the opening. W'hen, however, either piston is operated andthe corresponding switch set, a lifting device K, carried by the cam orITO men. WVhen the piston falls, the frame K will also fall, bringingthe red glass again before .the openings 70, the blue glass falling outof sight.

L .is the target carried by the upper end ofthe lever J above theglasses and bearing, preferably near each edge, the respective numbersof the track. When the piston in;

cylinder H is operatedand the lever J moved to effect the switching, thetarget will be protruded from the opposite side of the post,

showing that the track operated by that cylinder is safe, said targetbeing thrown out'on the other side when the piston in cylinder 11 isoperated. The opposite sides or fans of the target may be painted indiiterent .colors to be more readily distinguished in addition tobearing the number of the track which they.

show to be safe. An escape-pipe k communicates with each cylinder in thesame manner as the pipe (1 described in connection with the cylinders ofthe governors, and is provided with a similar time gage and register bymeans of which the time required for the escape of the .air from thecylinders may be governed, thereby determining the length of time thepiston is elevated and the blue glass or light and target exposed. Whenthe flexible bag in either cylinder .is fully inflated and thepiston-rod has reached the limit of its upward movement, the set or stopcollar 7L2 thereon engages a lever Z, as shown in Figs. 8, 13, and 14,which is connected to a safety or escapevalve Z in a pipe 1 whichcommunicates with the air-supply pipeof the cylinder. The check-valve ofthe cylinder being closed.by the pressure of the air therein, the airfrom the pumps will then escape from the pipe and valve. The pipeZ maybe connected with the supply-pipe of each cylinder and the valvelever lbe .so arranged as to be engaged by the collar of either rod, renderingbut one valve necessary. When the air in the cylinder is exhaustedthrough the time-valve and the piston falls, the escape-valve will beclosed by its own weight.

The general operation of the mechanism shown in Fig. 1 will now bedescribed.

The air-conducting pipe G from governor 4 of the main track communicateswith the cylinder H in the post, as does also pipe G from the governor 6of the main-track switch. Pipe G from governor 4 communicates withcylinder H of the post, as does also pipe G from governor 5 of theside-track switch. If a train comes in on track No. 2, the first wheelsof the engine strike the pump B of its governor 5, inflating the bag incylinder D, raising its piston and rod, and opening the valve in thepipe 0 allowing the air to pass through pipe G to the switch-post intocylinder H. The piston in said cylinder is raised, throwing the lever Jto one side, as

above described, which by means of its connection to the switch-barthrows track No. 1 to. track No. 2, exposing the proper signal to showthe trainmen that the track is safe. The piston-rod of the cylinder Dbeing raised :instantly by the pump 13 will hold down the rod of thepiston in .cylinder D, so that when the train strikes the pump B noaction in said cylinder will be possible. Likewise a train coming in ontrack No. 3 will strike the pump 0 of governor 6, sending the airthrough its pipe G to the cylinder H of the switchpost, raising itspiston and throwing the lever .J to the opposite side, switching trackNo. l to No. 3, and exposing the proper signal. As the train from eithertrack passes out on the main line the first wheels of the engine willstrike the pump A of governor 4, opening the valve and forcing the airto cylinder H to .close the track on No. 2 behind the train. A traincoming in on the main line and ordered ontotrack No.2 or No. 3 isstopped a moment before reaching governor 4, and one of the trainmen oremploys stepson the curved rail or shoe Cb of one of the pumps A A-on Ait track No. 2 is to be taken, and on A if the train is to go onto trackNo. 3. By this sulficient pressure will be generated in the cylinderconnected with the pump stepped upon to open its respective valve, sothat when the train reaches the pumps the pressure gen erated by bothwill pass through the pipe G or G, as the case may be, to the cylinder Hor H to make the properswiteh and expose the signals to notify thetrainmen that the track is open. As but .one of the pistons in thegovernor and switch can be raised at once, it will be seen that a secondoperation is=not possible until the time set by the gages has expiredand the pistons raised by the first operation have fallen. The signalswill then be withdrawn and notice thereby given that the first train issafe and the tracksclear. Sufficient pressure cannot be generated bystepping upon the shoe a to operate the switch, but only enough to openthe valves in the pipes connected to the governor. A .train running fromtrack No. 1 onto either No. 2 or No. 3 reaching the first pump B or O ofthe respective governors Will operate it to open the valve operated bythe piston actuated by said pump, allowing the air to escape, therebeing no pipe connection therewith to the switch-post. If, however, itis desired to always leave the main line open behind the train, a pipe G(shown in dotted lines, Fig. L) may be connected with the said valve orgovernor 6, running to cylinder H, so that when the train reaches thepump 0' it will operate to throw the switch back to track No.2,thetime-gages being previously set to allow this operation. No suchconnection will be needed with governor 5, as the track is already open.

In Figs. 13 and 14 1 have shown a switchpost adapted for use with a maintrack and two side tracks, an additional cylinder H being provided atthe center in front of cylin- IIO ders H and H. The lever Jin thisconstruction carries a second wheel J in front of the wheel J operatedby the Wedges or cams of the piston-rods H and ll. This wheel J isoperated by a double wedge or cam device M carried by the piston-rod M,operated by the piston M in the cylinder H said cams or wedges engagingthe opposite sides of said wheel J 5 when said piston-rod is raised. Thelever J is universally pivoted or hung, so that when said wheel J isengaged by the cam it operates the switch-bar to effect the switchingfor the middle track. The lever is raised by this movement and protrudesthe target at the top of the post, bearingits proper nu mher or colorfor its track at such portion. To provide for this vertical movement,the lever .I has a vertical play on its pivot. The lifting device forthe glasses, the locking-catch, and the connection with the safety-valveare allsiinilar to the devices described in connection with the twotrack-posts. Proper coinmunication with eaclrcylinder is made from therespective governors, as above described. In this construction when thepiston in cylinder H is operated, should the lever J be at its extremeside position from a previous operation from the cylinders H or II, thefirst action of the double cam or wedge device M will release the lockand bring said lever to a vertical position. In this position it isclamped between the two wedges or cams, and consequently, beingincapable of a lateral movement, is raised thereby, carrying with it thecatch J and raising or tilting the lever J The lever J will be retainedin this raised position until the piston in the cylinder I'l falls,carrying with it the cams or wedges. The lever J when in such positionis not locked by the catch-lever J (which is simply lifted thereby,) butis retained by the pressure on the piston until the expiration of thetime to which the escape-valve is set. In order to prevent the lever Jfrom dragging on the base of the stand, a collar J may be formedthereon, which by its engagement with a support on the frame or, asshown, with the pivot will prevent said lever from dropping to such anextent as to contact with the base. A vertical movement will not begiven said lever J by the elevation of the pistons in either of thecylinders H or H for the reason that theinclined faces of theircams orwedges I, which contact with the grooved wheel J cannot exert anylifting force thereon, their action being in a lateral direction only.

In Fig. 10 I have shown an arrangement similar to that shown in Fig. 1,with the exception of the governors 5 and 6. These governors areconstructed with only one valve F in connection therewith, arranged ineachto be operated by the action of pumps B and C, respectively, andcylinders D. This valve is arranged in a branch of the pipe connectingthe two pumps, so that when it is opened the air will escape withoutpassing to the switch-post. By this arrangement a train ru n nin g onthe main track ahead on track No. 2 or No. 8 reaching the first pu m pof thegovernor will notoperate the switch behind it, as the pistonconnected with the cylinder of the pump B or 0 cannot be operated afterthe train strikes the first pump. Trains running in on either of thesetracKs to the main line will operate the pump B or O, forcing the airdirectly to the proper switch-operating mech anism and raising thepiston of the cylinder D not to open a valve, but to prevent the pistonof the cylinder D being raised to open the valve F. The action ofgovernor 4- is the same as specified in the description of Fig. 1.

Instead of raising the blue glasses by thelifting devices shown in Figs.8, 9, 13, and 14 to show at the openings in the switch-post when thetrack is open, these glasses may be connected to or carried by the leverJ in such a manner as to be properly exposed when said lever is moved tooperate either switch, as shown in Fig. 16. In this construction the redglasses normally exposed a the openings are moved out of sight by thelifters actuated by the piston-rods and the blue glasses moved 'by thelever to take their places. WVhen the piston-rod falls, the blue glassesfall back and the red lower into view. If the switch fails to operatefrom any cause, the red or danger signal only will be exposed.

I have hitherto described the governors as having but two cylinders; butit will be understood that any number may be employed,

arranged in circular form around the center post and inclined toward thecenter, so that the piston-rods all come together at their upper ends,each of which is obliquely beveled to correspond with the angle ofinclination of the rods, so that when any one of the rods is raised itwill bear against and prevent the others from operating, as alreadydescribed.

In Figs. 12 and 2t I have shown agovernor having-three cylindersand inconnection therewith, Fig. 18, mechanism fol-closing the valves in theirrespective pipes leading to the switchoperating mechanism. This isdesigned for use where there are from two to four tracks or more to beswitched into and out ofone main track, one cylinder being provided foreach track and obviates the necessity of stopping the train to eifectthe proper change in the governor-valves, an arrangement for threetracks being shown in the figure. In these figures (12 and 24) are thethree cylinders O O 0 having, respectively, the piston-rods P, P, and PQ is the pipe connecting and receiving air from the pumps, and 0, 0, and0 pi'pes communicating therewith, and to which are connectedthe pipesp,p, and 19 leading to the switch-operating mechanism for the respectivetracks. q, q, and g are the respective valves in the pipes 0,0, and oand are opened and closed, respectively, by the operation of thepiston-rods P, P, and P in the same manner as described in connectionwith thetwo-cylinder governors. B, Fig. 18, represents the device forforcing ICO,

air to the various cylinders in order that any one of the piston-rodsmay be operated to open the valve which it operates and at the same timelock the others. This device consists of a suitable casing having themouthtubes rr' 7- to which are connected pipes communicating each withthe bottom of one of the cylinders of the governor. This may be locatedat any point and is under the control of the switchman or employ. 'lhemouth-tubes may each bear a number designating the track which iscontrolled by its operation. By blowing in any one of these tubessufficient air will be forced through the pipe connected therewith andcommunicating with one ot the cylinders to raise the piston and open thevalve operated thereby. These rods are only sufliciently heavy to openthevalve (three-quarters of a pound being sufficient in so meinstances)and bu t-a small amount of air is required to operate them; or insteadof the mouth-piece a small bellows or other suitable pump B, Fig. 23,may be connected to the pipes for this purpose. Suppose it is desired.that a train coming in on the main track shall take track No. 1, theproper switching for which is effected by the switch mechanism operatedby pressure through the pipe The switchman or operator applies the mouthor the pump to the mouth-tube 0", leading to the cylinder 0, which willraise the piston in said cylinder, opening the valve leading into pipe1), and at the same time holding down the other rods and keeping all.

the other valves closed. YVhen the train reaches the pump, the pressuregenerated thereby will be forced through the pipe 1) .to effect theproper switching. Likewise by applying the pump to the mouth-tube r orT221, similaroperation is performed for its respect i-ve track. atime-valve to regulate its operation, as described in connection withthe .two cylindergovernors.

In Fig. 15 I have shown an arrangement of the pumps and governors forasystem of sig- This style of governor may have nals to give notice ofthe approach of atrain.

10 and 11 represent two governors located at a suitable distance fromeach other and hav-. ing the pumps S S and T T, respectively,-

connected therewith. ing the two pumps of each governor.

T is the pipe connect- 1 2 is a signal-postlocated between the twogovernors, i and 13 and 14 signal-posts, respectively, in

advance of each governor. U and U are pipes leading from the respectivegovernors to the central post 12 and communicating with thepipe T byvalves 10 it, operated by the piston and rods of the cylinders D. V: andV are pipes leading from the governor to the respective advance posts 13and 14 and communicating with the pipe T by. means of the valves 12 v,operated by the pis-i ton and rods of the cylinder D. The signalmechanism at the posts may be of any construction capable of beingoperated by airpressure, such as that described in connection with theswitch-operating mechanism. The valves 10 u and o o are normally leftopen. A train approaching governor 10, striking the pump S, will raisethe piston in the cylinder D, closing the valve 11 in the pipe V, and atthe same time holding down the rod of cylinder D and the valve a open,so that the air-pressure generated by the pump will be forced aheadthrough pipe U to the post 12 to display the signal denoting theapproach of the train. Vhen the train has passed the signal and reachedthe pump T, the valve a will be closed by its operation, the valve 7)held open, and the pressure forced ahead through pipe V to post 14 todisplay the signal there. It a train comes in the opposite direction,the operation is the same, forcing the pressure to the middle post andthen to the advance post 13. In either case all valves are closed toprevent the signals being displayed behind the train and the pressureforced ahead to operate the signals in ad vance. The same arrangement isapplicable to switches in place of the signal-posts. hen there is only amiddle signal 12 to be operated, as at a crossing, to give notice of theapproach of a train from either direction, the pipes V V are dispensedwith and the valves 4; 11' arranged so that when open they will allowthe air to escape. The time-valves may be set to insure the display ofthe signals the proper length of time, and by varying the distance atwhich the governors are located from the crossing they may be displayedwhen the train is at any distance.

Figs. 19 and 20 represent different forms of cylinders which may beemployed. Fig. 1!) shows the form already described. Fig. 20 shows thecylinder made in two sectionsan n pperand alower-secured togetherbyflanges and bolts therethrough. The flexible bag is one-half the lengthof the cylinder and is secured between the two flanges. When inflated itoccupies the upper half or section and when at rest falls down intothe-lower section.

The apparatus herein described may be successfully employed in yardswhere a large number of tracks are used. It is evident that thesegovernors may be of any size and may ,be operated by hydraulic as wellas by pneumatic pressure and that they may be used in connection withother mechanism for which a governor is necessary. It is also evidentthat the arrangement and construction described may be slightly variedin details without departing from the spirit and scope ot'the invention;but,

Having described my invention, what I claim, and desire to secure byLetters Patent, 1s-

1. The switch-operating mechanism actuated by pressure generated by thepassage of the train, and timecontrolled governors between thegenerators and the switch-operating mechanism, substantially asspecified.

2. The combination, with the pneumatically-operated switch and signalmechanism, of the train-actuated pumps and the timecontrolled governorsin connection with said pumps, substantially as specified.

3. The governor having the flexible eX- pansible bags, the pistonsoperated thereby, and means for preventing more than one piston frombeing operated at a time, substantially as specified.

4. The governor having the cylinders, the pressure-supply connectedtherewith, the pistons in said cylinders, and a time-valve in the outletto said cylinders for controlling the operation of said pistons, eachpiston when operated effecting a lock to prevent the operation of asecond piston, substantially as specified.

5. The governor having the cylinders, the pressure-supply pipescommunicating therewith, the valves therefor, the pistons operating insaid cylinders, and the time-valve connected therewith, and means forpreventing more than one of said pistons from being operated at once,substantially as specified.

6. The governor having the cylinders, the flexible bags therein, .thepistons operated thereby, and the time-valve,'and means for preventingmore than one of said pistons from being operated at once, substantiallyas specified.

7. The governor having the cylinders, the pistons operating therein, thepiston-rods connected thereto, and means for preventing more than one ofsaid pistons from being operated at once, substantially as specified.

8. The governor having the inclined cylinders, the pistons operatingtherein, and the piston-rods having the obliquely-beveled upper ends,substantially as specified.

9. The governor having the inclined cylinders, the flexible bagstherein, the pistons operated by said bags, the piston-rods so arrangedthat but one can be operated at the same time, and the ti me-valve,substantially as specified.

10. The governor having the inclined cylinders, the pressure-pipescommunicating therewith, the valves therefor, the flexible bags therein,the pistons operated by said bags, the piston-rods having the meetingbeveled upper ends, the pressure-outlets, and the time valve andregister connected with said outlets, substantially as specified.

11. The combination, with the pressure-sup ply, the conducting-pipesconnected therewith,and the valves in said pipes, of the governoradapted to operate said valves, and means operated by saidgovernor,whereby but one valve can be opened at once, substantially asspecified.

12. The combination, with the pumps, the pipes connected therewith, andthe valves in said pipes, of the governor having the pressure-actuatedpistons and the piston-rods 0perated thereby and adapted to operate saidvalves, and means for preventing more than one of said rods from beingoperated at the same time, substantially as specified.

13. The combination, with the pumps, the pipes connected therewith, andthe valves in said pipes, of the governor having the pressure-actuatedpistons, the piston-rods connected therewith and opening and closingsaidvalves, means for preventing more than one of said rods from beingoperated at the same time, and a time-valve for governing the length ofthe operation of said rods, substantially as specified.

1i. The switch-operating mechanism having the pressure-operated pistons,the rods connected therewith, and the wedge or cam device carried bysaid rods, said wedges or arms being so arranged that but one piston canbe operated at once, substantially as specified.

15. The combination, with the switch-bar and the lever connectedtherewith,of the piston-actuated rods, and means carried by said rodsfor operating said lever, and devices on said rods, whereby but onepiston can be operated at once, substantially specified.

16. The combination, with the switch-bar and the lever connectedtherewith, of the piston-actuated rods, means carried by said rods foroperating said lever, andmeans for preventing more than one rod beingoperated at a time. substantiallyas specified.

17. The combination, with the switch-bar and the lever connectedtherewith, of the piston-actuated rods, the wedge or cam devices carriedby said rods and operating said lever, and the catch and catch-releasingdevices, substantially as specified. I

18. The combination, with the switch-bar and the lever connectedtherewith, of the piston'actuated rods, the wedge or cam devices carriedby said rods and operating said lever, the catch and catch-releasingdevices, and the escape time-valve, substantially as specified.

19. The'combination, with the switch-bar and the switch-lever connectedtherewith, of the lever-operating mechanism comprising the cylinders,the pipes communicating therei with, the flexible bags therein, thepistons operated by said bags, the piston-rods, the wedge or cam devicescarried thereby, the time-valve, and the escape-valve, substantially asspecified.

20. In a switch and signal apparatus, the combination, with thepiston-rods and the cam or wedge devices carried thereby, of a leverconnected to the switch-bar and operated by the movement of saidpiston-rods, and thereby operating signal devices, said lever and cammechanism being so arranged that but one piston can be operated at thesame' time, and time valves for governing the length of each operation,substantially as specified.

21. In a switch and signal apparatus, the combination, with thepiston-actuated rods and the switch-lever operated thereby, of thereciprocating glass-carrying frame actuated by said rods, and meanswhereby but one of said rods can be operated at once, substantially asspecified.

22. In a switch and signal apparatus, the combination, with thepiston-actuated rods and the switch'lever operated thereby, of thereciprocating glass-carrying frame operated by said rods, and thetargets operated by said lever, the piston-cylinders, the time-gage, and

the escape-valve operated by said piston-.

rods, substantially as specified.

23. The combination, with the piston-actuated rods and the switch-leveroperated thereby, of the reciprocating glass-carrying frame operated bysaid rods, the targets operated by said lever, the piston-cylindershaving time-valve-controlled outlets and es-,

cape-valve mechanism operated by said piston-rods, substantially asspecified.

24. The combination, with the pumps, the conducting-pipes having thevalves therein, and the governors arranged to operate said valves, saidgovernors having means operated thereby, whereby but one valve can beopened at the same time, of the signals operated by 26. The combination,with the cylinders, the pressure-supply pipes, and the valves thereforand the flexible bags therein, of they time-valve having the pipescommunicating with said cylinders, and means whereby the piston in anycylinder cannot be operated until the expiration of the time set by saidvalve, substantially as specified.

27. 'Ihecomlnnation, with the pumps and the pipes connected thereto andcommunicating with switch and signal operating mechanism, of thegovernors adapted to operate valves in said pipes, said governorscomprising a series of pressure-actuated pistons so arranged that butone piston can be operated at the same time, and means for controllingthe operation of the governors, substantially as specified.

28. The combination, with the pum ps and the pipes connected thereto andcommunicating with switch and signal operating mechanism, of thegovernors adapted to operate valves in said pipes, and pipes leadingfrom said pumps to the operating mechanism of said governors, and meansfor preventing said governor from operating more than one valve atatime, substantially as specified.

29. The herein-described apparatus for operating switch and signals bypressure generated by the passageof the train, comprising aseries ofpumps operated by the train,pipes leading from said pumps to governorsantomatically operated by the pressure, valved pipes leading from saidgovernors totheswitch and signal operating mechanism, means whereby saidgovernors are prevented from operating more than one valve at a time,and time-valves for governing the length of each operation,substantially as specified.

30. The combination, with the piston cylinders and the pistons therein,of the pistonrods connected to said cylinders and so arranged that theupward movement of any rod will hold down and prevent all the other rodsin the series from being operated, substantially as specified.

In testimony whereof I affix my signature in presence of two witnesses.

' WILLIAM RAAB. itnesses:

DANL. WILD, J. G. SEDGWICK.

